BEECHCRAFT KING AIR 200 SERIES

The Beechcraft King Air 200 series is the best-selling pressurized twin turboprop aircraft ever built — and for good reason. Since its first delivery in February 1974, more than 1,900 airframes have left the Wichita factory, and the design is still in production today as the King Air 260. Whether you're a corporate flight department, charter operator, medevac service, or owner-pilot stepping into turbine flying, the King Air 200 represents a benchmark of reliability, performance, and value that few aircraft in its class can match. This page covers everything you need to know before browsing listings: full specifications for each variant, current market prices, operating costs, what to look for in pre-purchase inspections, and how the 200 series compares to competing aircraft.

Beechcraft King Air 200 Series — Full Specifications

King Air 200 Series: Model Variants Explained

The King Air 200 family spans nearly five decades of production and includes several distinct variants. Understanding the differences is essential when evaluating listings on the used market.

King Air 200 (1974–1980)

The original Super King Air 200, first delivered in February 1974, was a substantial step forward from the Model 100. It introduced the now-iconic T-tail, a longer fuselage, wider wingspan, and two Pratt & Whitney PT6A-41 engines rated at 850 shp each. The 200 was certified for single-pilot operation and did not require an FAA type rating — a major selling point that remains true for the entire 200 series today. Cruise speed topped out around 270 KTAS. Electrically actuated landing gear was a known maintenance item on early aircraft.

King Air B200 (1981–2007)

The B200 is the most common King Air 200 variant on the used market today, with over 1,180 airframes delivered. The upgrade from the original 200 brought PT6A-42 engines with higher interstage turbine temperature limits, allowing maximum power to be held further into the climb — translating to better high-altitude performance and a cruise speed improvement to around 290 KTAS. The B200 also replaced the 200's electrical landing gear system with an electro-hydraulic retraction mechanism, significantly reducing maintenance headaches. Well-maintained B200s from the late 1990s and 2000s are the core of the King Air 200 resale market.

King Air B200GT / King Air 250 (2007–2020)

The B200GT introduced PT6A-52 engines, delivering better hot-and-high performance and bringing cruise speed to approximately 297 KTAS. The variant was officially rebranded as the King Air 250 in 2011. In 2014, Textron offered an optional MTOW increase to 13,420 lb for the 250, creating the King Air 250EP (Extra Payload), which requires a special pilot rating. New B200GT aircraft in 2019 were priced at approximately $6.6 million.

King Air 260 (2021–present)

The 260 is the current production model, announced in December 2020 and FAA-certified in March 2021. It adds an improved autothrottle system, a Multi-Scan weather radar, and extends maximum range to 1,720 nm with a top cruise speed of 310 KTAS. The 260 is the only new-production option in the 200 series today.

Special Mission Variants

Several special-mission versions exist within the 200 series family. The 200C and B200C add a large cargo door on the left rear fuselage — essential for medevac, cargo, and parachute operations. The 200T and B200T add removable wingtip fuel tanks for extended range, originally developed for aerial survey work. The military variants — designated C-12 Huron and UC-12 by the US armed forces — were operated by the Army, Air Force, Navy, and Marine Corps and occasionally appear on the civilian market.

Beechcraft King Air 200 Series: Current Price Guide

King Air 200 series aircraft currently listed on the market range from under $1 million for early 200-series airframes in need of updates, to over $3.7 million for low-time B200GT aircraft with glass cockpits and recent inspections. Understanding what drives pricing helps you evaluate whether a listing represents good value. Key price factors: Engine time remaining to TBO has an outsized effect on value — engines overhaul at 3,600 hours and each overhaul can cost up to $500,000 per engine. Avionics upgrades (Garmin G1000 NXi, Pro Line Fusion) can add $300,000–$600,000 to market value. Raisbeck aftermarket packages (swept-blade props, wing lockers, ram air recovery system) are viewed positively by buyers and add roughly $100,000–$200,000 to asking price on the secondary market. Blackhawk XP engine upgrades similarly command a premium.

King Air 200 Operating Costs

The King Air 200's economics are one of its strongest selling points relative to light jets. The aircraft can match a light jet's block times on trips under 500 nm while burning significantly less fuel and accessing smaller airports that jets cannot use. For operators running 200–300 hours annually, total costs scale down proportionally. Enrolling in a manufacturer-backed engine program (such as Textron's Eagle Service Plan) converts unpredictable engine overhaul costs into fixed monthly payments and is strongly recommended for operators without large maintenance reserves.

Why Operators Choose the King Air 200 Series

Single-Pilot Operation Without a Type Rating

At 12,500 lb maximum takeoff weight, the King Air 200 falls below the FAA's type rating threshold — meaning a single commercial pilot can legally operate the aircraft without an additional type certificate. This dramatically reduces crew costs and gives owner-operators flexibility that jets simply cannot offer. It's one of the most commercially significant design decisions in the history of business aviation.

Short-Field Performance

The King Air 200's beefy landing gear and PT6A engines enable operations from short, unimproved runways well under 3,000 feet. This opens access to thousands of small regional airports that light jets cannot use — a critical advantage for operators serving rural communities, remote resource sites, or markets without large airport infrastructure.

Pressurized Cabin to 35,000 Feet

The 200's pressurized cabin allows cruise altitudes above most weather, providing a smoother, more predictable passenger experience. The T-tail design and pressurization system give pilots the ability to top overcast layers that would ground unpressurized aircraft, and the 35,000-foot ceiling puts the King Air above the majority of commercial traffic on busy airways.

PT6A Reliability and Parts Support

Pratt & Whitney's PT6A is arguably the most proven turboprop engine ever built. With a 3,600-hour TBO and decades of global service experience, operators and their maintenance teams know exactly what to expect. Textron Aviation and a large network of authorized service centers provide support for the airframe, and independent shops worldwide are familiar with the type. Parts availability is excellent even for the oldest 200-series aircraft.

Versatility Across Missions

Few turboprops serve as many different roles as successfully as the King Air 200. The same airframe type appears in executive transport, air ambulance, freight, surveillance, military transport, charter, and pilot training configurations. For buyers who may need to transition an aircraft between roles, or who want reassurance of residual value, this operational breadth is a genuine asset.

Pre-Purchase Inspection Checklist

Before committing to any King Air 200 series purchase, the following items deserve specific attention beyond a standard pre-buy inspection: Engine time and program status. Determine actual hours since new or since last overhaul for both engines. Engines on an hourly cost maintenance program (ESP or equivalent) are preferable, as the liability for overhaul costs is better defined. Budget up to $500,000 per engine for overhaul if engines are approaching TBO. Landing gear overhaul (6-year/5,000-cycle inspection). The King Air 200 requires a comprehensive landing gear teardown inspection at 6-year intervals. This is a significant cost item — verify when the last gear overhaul was performed and whether the next inspection interval is imminent. Aircraft with recent gear overhauls represent substantially lower near-term maintenance risk. Phase inspections (1 through 4). King Air 200 series aircraft use a four-phase inspection program, with a full cycle completing approximately every 800 hours. Confirm when the last inspection was completed, how many hours remain to the next due date, and whether any open discrepancies exist. "Turn-key" listings that advertise fresh Phase 1-4 completion are generally preferred. Airworthiness Directives (ADs). Verify compliance with all applicable ADs on both the airframe and engines. Several recurring ADs apply to the 200 series — an experienced King Air maintenance shop should be retained for this review. Avionics configuration. Avionics vary significantly across the 200 series fleet given the type's long production run. Modern glass cockpit retrofits (Garmin G1000, G1000 NXi, Pro Line Fusion) substantially improve situational awareness and resale value. Verify RVSM compliance, ADS-B Out compliance, and TAWS/TCAS fitment for any intended operations above FL290 or in controlled airspace. Corrosion inspection. King Airs operated in coastal environments or climates with high humidity can develop hidden corrosion in wing spar and control surface areas. Request records of any corrosion findings and repairs, and conduct an independent inspection if the aircraft has been based in a high-risk environment.

King Air 200 vs. the Competition

The King Air 200 competes primarily against single-engine turboprops and entry-level light jets. Understanding where it wins and where it doesn't helps clarify whether it's the right aircraft for a specific operation. vs. Pilatus PC-12 NGX (~$5.85M new): The PC-12 is a single-engine aircraft with comparable cabin volume and lower operating costs per hour. The King Air 200 offers twin-engine redundancy — important for oceanic, remote, or instrument operations where an engine failure must be survivable — and a higher passenger count with its multi-role variants. The PC-12 wins on acquisition cost and simplicity; the King Air 200 wins on safety margins and versatility. vs. Cessna Citation M2 (~$5.6M new): The Citation M2 is faster at cruise but requires longer runways and cannot operate from many of the short strips the King Air 200 accesses routinely. The M2 demands two pilots and an FAA type rating. The King Air 200 wins decisively on short-field performance, operating cost, and single-pilot flexibility. On trips under 500 nm, the block time difference between the two is often under 30 minutes. vs. Piper Cheyenne / Cessna 441: Older piston-to-turbine transition aircraft like the Cheyenne and 441 offer lower acquisition costs but lack the King Air's reliability record, parts support depth, and resale liquidity. For most operators stepping into turboprop ownership, the King Air 200's larger used market and better service network make it the lower-risk choice despite higher initial cost.

Frequently Asked Questions

Does the King Air 200 require a type rating?

No. The King Air 200 series has a maximum certified takeoff weight of 12,500 lb, which puts it below the FAA threshold requiring a type rating. A single commercial pilot with appropriate turboprop training and a high-altitude endorsement can legally operate the aircraft. This is one of the most commercially significant features of the entire 200 series.

What is the difference between a King Air 200 and a B200?

The B200 was introduced for the 1981 model year. It uses PT6A-42 engines (vs. PT6A-41 in the original 200) with higher interstage turbine temperature limits for better high-altitude performance, and replaced the original's electrically actuated landing gear with an electro-hydraulic system. Cruise speed improved from approximately 270 KTAS to 290 KTAS. The B200 is substantially more common on the used market.

What is the King Air 250?

The King Air 250 is the commercial name for the B200GT, introduced in 2007 and rebranded as the 250 in 2011. It uses PT6A-52 engines and offers improved hot-and-high performance compared to the B200. The King Air 260, introduced in 2021, is the current production successor.

How much does a King Air 200 cost to operate per hour?

Based on 450 flight hours annually, total operating costs run approximately $2,000–$2,500 per hour for the King Air 200 and B200, including fuel, engine reserves, maintenance, insurance, and hangar. The B200GT runs slightly higher due to more expensive engine reserves. These figures assume owner-operated use; charter or fractional programs have different cost structures.

How many hours does the King Air 200 engine last?

The Pratt & Whitney PT6A-41 and PT6A-42 engines are rated to 3,600 hours TBO (time between overhauls). Individual engines are often run beyond TBO under "on condition" programs with careful monitoring. Engine overhaul cost is up to $500,000 per engine and is the largest single maintenance expense in the King Air 200's life cycle.

What modifications add the most value to a King Air 200?

The modifications buyers most consistently respond to are glass cockpit upgrades (Garmin G1000 NXi, Pro Line Fusion), Raisbeck aftermarket packages (swept-blade propellers, ram air recovery system, wing lockers), and Blackhawk XP engine upgrades. Cargo door installations (B200C configuration) add value for operators with mixed cargo and passenger missions. All of these upgrades can be reflected in asking prices of $200,000–$600,000 above comparable unmodified aircraft.

Is the King Air 200 a good investment?

The King Air 200 series has historically shown better value retention than many competing turboprops, supported by strong fleet numbers (over 960 B200s still in service), deep parts availability, and continued factory support from Textron Aviation. Well-maintained aircraft with glass avionics and recent engine/inspection compliance tend to hold value well. As with any aircraft, condition and configuration at acquisition are the primary drivers of resale performance.